LENSPEED

By James Wong

Singaporeans have a grown a rather distorted view of car ownership and how it’s exclusively reserved only for those who can afford it. It’s fair of course – our taxes make owning cars one of the most expensive purchases one can ever make, possibly even more so than owning a house in some cases. Blimey.

A British friend recently told me about his plans after graduation. He’s a final year student, and will be a practicing dentist with the NHS in about a year’s time. Seems like any typical student then. I then ventured to ask him what he’ll use to drive to work.

‘I’ll probably get a new BMW 320d, one of ‘em diesels.’

‘What, brand new?’

‘Yeah brand new, they’re cheap under leasing schemes.’

You see, for an aspiring new dentist, driving a brand new 320d is normal business. He can afford it with his pay, and it suits his status, his profession. In a normal world (well, for petrolheads at least), we would be driving a nice BMW when we’re on to a good job when we’re in our twenties. Not an M, or indeed not even a mid-range 328i, but we’ll be happy with a base BMW, because that’s where we stand. Same for a newly trained teacher in Britain, who will probably drive a Vauxhall Astra, or a plumber from Essex, who will drive a Ford Focus. In the UK, car ownership is normal and an accepted norm. You own what you ordinarily should be able to own.

Sadly, in Singapore it’s all twisted. It’s like something out of a horror film. Instead of being in the seat of a BMW M3, a veteran investment banker would likely find himself weezing about in a A4 1.8T multitronic. Instead of a Porsche Boxster S, a new doctor will probably not even drive to work, for traffic is too bad and it’s obnoxious to see a doctor drive a nice car anyway, in the eyes of a prowing public waiting to Stomp you. And even if he did drive to work, he’ll probably rocking a Camry.

Now I have nothing against the A4 or the Camry, but it just doesn’t gel. You should own what you ordinarily should be able to own. But car prices are inflated to such a galactic extent that they are as much a mode of transport as they are a status symbol. So instead of letting Singaporeans drive what they should ordinarily drive, had they been born in the US or in the UK, they are relegated to suffer something below their supposedly standard of living. And we’re allowing ourselves to be defeated if we continue to buy not-so-great cars that are more badge engineering hogwash than a truly fun car.

And that’s just sad. Really sad.

If I were to be a journalist or a lowly executive in the future, I’ll be pretty damn sure I will not subject myself to suffer below average machines. You may be thinking I can easily write this article and say what I said, because money doesn’t matter to me. No, it does. And I feel just as fecked as you about owning a car in our island. But the comforting thing, and the light in all of the COE thunderstorm, is that fun doesn’t mean you have to spend a lot of money. I’ll still go for motoring greats, despite everything that conspires against me from owning one. Even if it means I’ll be driving a 20 year old MX-5 or a ‘COE car’ E39 528i. Because some standards need to be upheld, including the type of cars we drive and their motoring goodness.

By James Wong

Buying a car used to be something you do because you needed one. You use it to get to work, to do work and to get home. Now, instead of being a tool, a car is now becoming a plaything. Suddenly, the reason why we buy one and run one has changed dramatically. In large part, this is due to the high COE.

Probably the greatest social inequality tool ever devised by the government, the less well off now have to pay more out of their pockets proportionately compared to the rich, to own a car. Comparatively, COE has hit the poor harder than it has hit the rich. The price of a Corolla Altis, for example, has risen by 58% from February 2011 to July 2012, while the price of an Audi A8L 3.0T Quattro has increased by only 11% in the same period. Proportionately, it seems that more expensive cars get taxed less – motivating aspirants to go for more and more expensive cars due to their comparative ‘value’.

What this means is that, the common man takes more loans to finance his new luxury car. With interest rates at all-time lows, this might seem to be an equitable situation, but the fact of the matter is that high car prices are just going to make the common man deeper in debt. They will be unfazed by the high price because they pay for it in instalments anyway. Who is going to stop them?

As much as we would like to believe that they will not get a car, the population will adjust around the prices and continue to do what they desire. Although high prices will deter people in the short-term, it is my view that in the long-term it won’t have a great effect on purchasing habits. Ownership of a car has become less of a necessity and more of a prestige. It is one of the things that nearly everyone aspires to have in life. Therein lays the problem – price no longer matters and the heart works above the head. It is not so dangerous for the wealthy, but for the general populace this is worrying indeed.

Widening the income inequality by way of higher interest payments for the lower income is a huge issue. Increasing the price of cars isn’t going to stop people from buying cars in the long-term, especially with attractive zero-interest borrowing schemes. Higher prices benefit nobody except the government. We will still face our traffic jams and our crowded car parks.

As long as the government believes in cost as a deterrent, there is no turning back. Cost of everything related to motoring will continue to increase unabated. But is this really a long-term solution?

Perhaps allowing people to own a car at a reasonable cost, while charging highly for its use, can be considered. Parked cars are less harmful to the public than cars being used. People’s desire to own an automobile can be satiated, while the main problem of their usage is curbed. The lower the price people pay for a car, the less they feel compelled to use it – which might actually reduce usage. Christopher Tan of The Straits Times commented that people will continue to use their cars more, and even more than ever before, with the current high prices. I agree with his view.

The inevitable point is that car costs are now exorbitantly high. The dangerous element is that we get used to it and continue to buy them. And, because we pay so much for them, we want to use them as much as possible. The problem of a large vehicle population remains unsolved. Perhaps some radical changes should be made soon before we sink deeper into the point of no return.

By James Wong

It was a cool night after a whole afternoon of thunderstorms. The V8 purrs, relinquishing its slightly unwilling delivery after waking up from a slumber all day in the garage. After a warm up session along the AYE, the car and driver ready themselves for one of the most infamous roads in Singapore’s rather limited network: 99 bends.

I’m not quite sure why it is called 99 bends, but my theory is that some drivers who went through its twisting, serpentine roads never saw the end of it due to its treacherous and tricky nature – hence ’99′ as a wistful but appropriate warning of what lies ahead.

I switched the ESP to ‘M Dynamic Mode’, set Sport Plus on the suspension and steering and left the ECU on Efficient as the way I like it, then flicked the paddles to activate manual override. I toggled the DCT’s shift speed to the fastest possible on the rocker switch just below the gear knob. With an empty, relatively wide apex ahead, I gunned it and the car whipped into action, throbbing with every gearshift, causing a mini atomic bomb explosion each time the next gear is homed in. The rate this car covers ground is unbelievable given its weight; but yet it feels like a natural on the road, unfussed by mid-corner bumps and never unsettled through dilapidated roads. Ride, even on Sport Plus, is especially commendable – it definitely feels like it was polished for the road.

In the first blind hairpin, I downshifted to second and it was executed perfectly, a feeling that could be best described as ‘maximising efficiency’ from every RPM. Feathering the throttle to prevent the tail from wagging in this potentially fatal corner, I gave it power when the car faced straight again and felt all that torque allowing me to hit third for a moment before getting back to second again for the next apex. With one or two oncoming traffic I became slightly more wary; but at the same time, visibility improved slightly when I came out of a left-hander further ahead.

This time, I had my throttle on earlier, thinking I would catch what little slip that would creep up with some corrective action. Besides, I was also on MDM, which usually allowed me to stay within the limits. Or so I thought…

Halfway mid-corner, with that huge amount of torque overwhelming the rear tyres, it broke loose and the car suddenly faced the metal barricades on the left. I stared at it, not having time to even think, then quickly flicked the steering wheel to apply opposite lock, all the while with the tyres screeching and the car feeling grossly out of control. Miraculously, the car found its way forward again and faced, just as it did moments ago, towards the next apex. Did that just happen? Did I just escape near death and a potentially huge bill? Yes indeed. Although MDM let me hoon a bit more than I expected, I also believe it saved me from potential catastrophe by intervening somewhere, somehow, getting me out of trouble. It felt very similar to the way MDM was set up in the 1M, which is mightily impressive for a car that is so much bigger and difficult to bring back to sanity. That was, ultimately, one of my most memorable driving experiences to date, something I will never forget. What an introduction to the M5.

When the E60 M5 was released there was strong criticism about the car’s gearbox, thirst and power delivery. A couple of years on, the F10 M5 seems like a car that was made specifically to address those issues. It reads like the report card of a recalcitrant child turned genius. SMG too jerky and dim-witted? Don’t worry, here’s the sensational DCT with shift speed adjustability. Car consuming a bit too much fuel? Here’s a 4.4L TwinPower Turbo engine with 28.5 estimated mpg. Feeling like the V10 could do with more torque?  Here’s 680Nm from 1,500rpm thank you very much.

So, confirming the stats from behind the wheel, the F10 M5 certainly rights a lot of the wrongs of its predecessor. In fact, it feels so complete and so competent in every aspect that enthusiasts tend to compare this car with the E39 M5 – another complete M car that seems to put no foot wrong. However, while the E39 M5 did it the old school way, with a big naturally aspirated V8, rear wheel drive and a manual gearbox, the F10 accomplishes the same brief with technology, and a lot of it.

While the E60 M5 had a motorsport-inspired V10 engine, paired with an equally frantic top-end power delivery, the F10 takes a decidedly modern approach by turbocharging its motor. With competitors like the XFR, E63 and RS6 all adopting forced induction, there must have been a lot of pressure to follow suit. As a result, the end-product V8 now has a lower rev ceiling as compared to the previous V10 and now has a smaller displacement, no doubt due to consumption considerations as well as the redundancy of a bigger engine. It also sounds a little apologetic, a bassy note that pales in comparison to the screaming ferocity of the previous V10. Notwithstanding the artificial sounds from the speakers to enhance the exhaust note, it is at least muted inside the cabin for the businessman driver. Packaging for such a configuration is never easy, which might go some way to explain why the M5′s engine bay is completely filled even though it is already a huge space.

The engine has power nearly everywhere, no matter what gear you are on, no matter what speed you are at. Its flexibility probably puts the old V10 in lesser company, especially when you consider a four-door luxury saloon would usually be torque-hungry. The new V8 fits the job requirements perfectly. There is very little turbo lag, given that the motor is inherently still a high capacity engine, allowing a smoother transition between off-boost and on-boost motion. The power delivery could be said to be an endless torrent, where I usually found I ran out of road before I ran out of power. This was aided by the DCT.

The gearbox on standard settings is already impressive. What truly took my breath away was when it was set to the most extreme shift speed possible. There was literally no delay in between shifts, with the sensation of shifting gears made to be felt but not annoying. It was addictive to experience it, just as you would enjoy the latest gadget or technology. Downshifts were fractionally slower than the upshifts, but there is little to fault here. Single-clutch automated manuals would feel 30 years older. The efficiency of the DCT made the car use fuel a lot more smartly.

Fuel consumption was hardly noticed, with the on-board readout consistently staying around 19.5L/100km. Although this was high, the car seemed to be less thirsty than I expected, perhaps aided by the fact that it now has a much larger tank capacity which allows it to have a much greater range. Start-stop technology was also a feature of this car, although it did not make an appreciable difference to the fuel consumption, instead serving to trigger mechanical sympathy within the driver to switch it off.

Other technology included a blind spot assistant, where yellow triangles below the wing mirrors work together with vibration on the steering wheel to warn of traffic in the car’s blind spots. Parking is made easier with a 360 degree top-down view of the environment; a head-up display also added a touch of cool. But I can’t help but wonder whether these aids are here because the car is simply too large than is comfortable for the average driver to pilot.

Maneuverability in the car felt compromised in tight spaces. Car parks are quite a chore for the M5, with its low-profile tyres and extremely wide body. It could be likened to piloting a space ship, feeling slightly clumsy on ramps due to its rather wide turning circle. It really felt like a baby 7-Series, which is not encouraging because there is more caution than liberty when behind the wheel. There is difficulty to place the car on the road accurately, with its body panels feeling a lot wider and bloated than it really is. So pumped up is the body that the car couldn’t even fit in between the lines of a lane of some roads! I sincerely feel the M5 could be an even better drivers’ car if it was one size smaller.

This was one of the few concerns I raised in a former article about modern cars, which unfortunately is confirmed by my drive of the M5. With its size, there is a need for technology to aid drivers to pilot it properly, which means more weight and dulling whatever progression that was made in the engine and drivetrain. I like that I have flexibility with setting ECU, suspension and steering individually, but really, I could do without it too, and probably would prefer to. Although BMW stuck with hydraulic power steering in the M5, it too feels aloof and lacking in telepathy. So, have all this weight, technology and size marred the experience?

For a nostalgic car enthusiast like myself, longing for the old school is something that has never waned. A car like the F10 M5 pretty much sums up all of the maladies and benefits of modernity in cars. Supremely capable (there is hardly a bad car nowadays), massively quick, being able to cruise and engage in oversteer in an instant, efficient and easy to drive. At the same time, how will all this technology stand the test of time and wear? Surely, running costs are likely to be stratospheric should any of these gizmos fail. Given that there are so many things that can possibly go wrong, there is certainly a cost for all of this convenience. It has to be said too that wear on consumables would also be higher with the more extreme conditions (big brakes to stop a big and heavy car; big power to move it forward). It will probably close the deal for most of the car buying public, but I know these things can be accomplished just as well the traditional way: lightweight, fuss-free and simple. And that, my friends, is the way I would take.

By James Wong

I’ve always held a prejudice against hybrids, grounded on the argument that the manufacturing costs involved in making one (both monetary and environmental) offsets the gains in fuel efficiency that the car has. To top it off, hybrids are also usually heavier and are equipped with dull CVT gearboxes. What made me so impressed with this one, then?

The first thing: it felt very close to a normal Civic with a petrol engine. All that transitioning between electric and petrol used to be a bugbear for being jerky and uncouth, but all that is gone: the car feels exactly like the petrol version in terms of refinement and smoothness, perhaps more so due to the quieter idling on a full stop due to the engine cut-off. Restarting is also seamless and easy. There’s also the added muscle of torque on the get-go, giving this car an immediately more effervescent character than its lesser petrol-only equivalents. It felt genuinely torquey, most of it being around 3-4,000rpm, allowing the car to make good progress. Even the gearbox felt responsive, betraying little of its ‘rubber-band’ feeling that is typical of its type. In fact, it makes use of the available torque deceptively well. All this while returning on average 19km/l during our test drive – very impressive indeed.

The second thing is the steering and brake feel. Like the current Jazz, the steering was a big surprise for me, because I remembered the quick-centering ones of the previous generation Jazz which was unsettling. On this car though, it was a lot more mature, giving a delicious feedback of the road which was a pleasant surprise. I like the confidence it gives me on the road, a big plus where it was a negative before. Even the centering is now slower and more progressive.

Brake feel is also much improved, even though the electric motor does get the car to slow down on its own which acts as additional engine braking. I hardly had to use the brake pedal at all in town driving given this engine braking, but when I had to it was also easy to modulate. I didn’t use it to its full power though.

The third is the awesome visibility. The car feels airy, easy to place and a cinch to drive. That’s how a fuel sipper should be like! That said, I do feel this Civic is a step down from the design of its predecessor. For some reason, the rear has received a questionable facelift and overall the design looks a lot less coherent to me. Interior quality is a jump up though, and I am very glad of the inclusion of a GPS, even though it is clearly just a Garmin or TomTom perched beneath the dash. Hey, brownie points for effort.

Overall, a very enticing car. If not for the high Yen and COE, it’s something I’d recommend to my sister, since she hasn’t found anything as frugal or practical to replace her now-sold Jazz with yet!

By James Wong

Although being in the UK exposes me to the world of cheap cars and one of the world’s key automotive manufacturing hubs, nothing beats coming home to Singapore and actually gaining access to the cars that I want to sample now and then.

A couple of days back I had a go in the 1-Series hatchback in its most potent naturally aspirated form, the 130i 2-door hatch. Equipped with a six-speed slushbox, I was initially sceptical about the car’s capacity of entertain, especially when considering that these torque converter boxes sap a lot of power from the engine. However, as confirmed with a former experience, the gearbox felt very smooth, thoroughly modern and actually pairing very nicely with the inline-6 N52 engine.

The N52 has always been in my good books. First sampled when powering a E65 730Li, it felt eager and willing to pull the luxo-barge from low revs, culminating in a great I6 buzz as you stretch it to the limiter. It’s a free-revving engine that is not shy of its naturally aspirated credentials, reportedly being even more technologically advanced than the bi-turbo N54. It is one of the lightest engines around for the horsepower produced, largely due to its exotic material construction from magnesium and aluminum.

It’s been a while since I was behind the wheel of a good NA BMW, so I was understandably excited. This is no ordinary 130i; there has been money spent on BMW Performance parts (straight from the manufacturer themselves) and so the brakes, steering wheel, rims and exhaust all seem slightly more M-inspired than usual. With a twist of the ignition the engine comes to life and the I6 burble is unmistakable: beautiful in its linearity and consistency.

Headed over some bumpy roads, the stiffness of the suspension is felt, making the car feel taut and ‘together’, but perhaps not the best compromise of comfort and pace around. However that meant that cornering felt balanced (on a good road at least), the car feeling very tight and in tune with the inputs of the driver. It’s also fantastic that one of the inputs is so accurately fed by the driver – that is, the steering.

The first thing that struck me was how beautifully weighed the steering felt. Definitely a step above the steering in the X1 sDrive20i which I tried in the same week, and very, very close in feel to the 1M that it reminded me of it straightaway.

The torque of the engine is refreshing. There is no need for turbos in this engine to make good progress within start-stop traffic. In fact, it might be better for it as there is no lag to deal with when modulating the throttle. Power delivery is easy to manage, predictable and in abundance. There is not once where you feel you needed more. With 261bhp and 315Nm, that might explain why. Those are stellar figures for a NA engine.

All in, it’s a very complete car but I have to wonder if those rear seats are that bit too small for a hatchback. Then again, that’s what you pay for rear wheel drive in such a body I reckon. I would take this engine above the N54 for its throttle response alone, but also because it is so capable in its own right. The suspension is a tad too stiff, but it is not a deal breaker – although I would suspect modern BMWs like the F20 and F30 might ride better. As for the automatic – would the manual be better? This is one situation where it would be difficult to slice it as the gearbox is truly really rather capable. But I’ll still pick the car in manual.

By James Wong

A couple of weeks ago, it dawned on me.

If you drive a two-seater (not two plus two) sports car, you are making huge sacrifices if it’s the only car you drive. You can’t go out with your mates and bring them along. You can’t do road trips with many friends (just one). You need friends who drive too so you don’t drive alone.

As much as I’d deny it, driving is also as much a social activity as it is a personal one.

So when I considered what car could be worth this sacrifice, I thought the MR2 could be it. I love how it looks. When I bought it, I love everything about it including the great interior, the generous boot space and the stereo (my Mk2 GTI had as much as thin air).

But now, as the months plough on, the opportunities when I can use the car dwindles exponentially as the car is always turned away. There is always more than 2 people wanting to go somewhere to do something.

Sure, I accommodated. I went out for drives on my own, trying to find a reason to keep the car, to allow it to charm me to feel that the sacrifice is all worth it. Just one drive should be able to tell me. If not, then maybe a couple of drives.

But sadly, I can say that thus far, it’s been a very good car, but for the sacrifices involved, it isn’t enough. It isn’t great. It isn’t close to perfection. In other words, it doesn’t meet the standard required when there is so much sacrifice involved. Greatness is truly necessary for two-seater motoring, otherwise it is just an inconvenience.

Maybe I’m a hot hatch guy, I don’t know. But as my circumstances are, I think I find it way more sensible to find myself in a hatch or a saloon.

Hope the MR2 can change my mind in the coming months. But today, it refused to start because the engine went flat! Of course, through no fault of its own… Well, at least I fixed the engine prop clip for the rear hood. One small step.

By James Wong

Drivers are increasingly feeling helpless within the shifting trends of the automotive world. We like our manual gearboxes. Yet, today almost all (if not all) new Ferraris on sale cannot be ordered with a stick shift. We like our comfortable cars. Yet, we have to contend with modern cars with large rims that worsen an already stiff ride. We also unreservedly love our big, naturally aspirated engines that make the best sounds on earth – and they are also going.

The 2012 E63 has done away with its M156 6.2-litre engine in favour of a bi-turbo 5.5-litre V8. While this could potentially be yet one of the many pleasures of motoring taken away from us, what I have discovered in my drive of this magnificent car is anything but. I am happy to report that in the E63, I have sampled one of the best applications of turbocharging in any engine I have tried before.

Codenamed the M157, the new 5.5-litre is good for 518bhp and 800Nm of torque. That is actually the same horsepower rating as the 6.2-litre, but torque has increased by 69Nm. On the road, the greater spread of torque is appreciable. I first sampled the M156 in the C63 – and in such a small car as the C-Class, the engine felt effortless. The M157 in the E63 gave the same sensation, although now things are a lot more urgent. The car has more grunt to shift its heft until it becomes apparent that it feels a lot lighter on its feet than the C63 that I drove. Allow the tachometer to spread wider and what is immediately apparent is that the engine does not feel turbocharged at all. I know this has been said many times about turbocharged engines but in this context, it is the most linear forced induced engine I have ever come across. In fact, its power delivery feels very, very similar to the M156 – except that it has a layer of additional torque that spreads nicely throughout the rev band. This is simply impressive.

Things get even better. The automatic gearbox with a wet clutch replacing a torque converter (called Multi Clutch Technology – MCT – by AMG) is a revelation. On the seat impressions are extremely positive – the gearbox is smoother than a dual-clutch transmission for the low-speed maneuvres, but as quick as those for exhilarating near-redline changes. It responds very well left on its own too – in fact I did not feel a need at all to take things into my own hands, as the gearbox intuitively selected the right gear going into corners with satisfying blips. Although the technology behind this gearbox is still relatively new to the automotive world, it could very well be offering the best of both worlds – smoothness of a torque converter and the finesse of a dual-clutch box.

It is also wonderful that Mercedes has somehow managed to keep the sound of the car as great as its naturally aspirated predecessor. There is not a hint of the turbochargers muting the exhaust note at all; this is as pure as turbocharged engines can get. All the big-bore V8 noises are still there alright, wonderful and cackling.

I had the privilege to bring the car onto a skidpad. Here is where throttle actuation is of utmost importance, as is steering feel. With virtually almost zero grip, the car had to ‘talk’ to the driver to maintain pace and avoid spinning out. With the E63, what I noticed is that while the steering is decently weighted and offered good feedback, the throttle was responding a little slower than I would like. With each jab of the throttle the engine responded a couple of milliseconds later – not a lot, but still noticeable for situations like this. Then again – I was in Manual mode – not Sport or Sport+, which in today’s world can alter the feeling of a car completely. That said, whatever mode the car was on, I just wished the throttle would be more sensitive. Perhaps it is tuned to be gentler so as to make low-speed driving more manageable.

On track, I got to push the car to its limits. I truly enjoyed the engine: what a marvel of engineering. With every straight, it was full throttle and getting the rear tyres to find purchase on the dry tarmac before blistering forward. Towards corners, the braking was impressive as well; more than enough to compensate for the weight of the car and easily bringing the car to a stop if needed. Neither did I experience any major brake fade in the 15-20 laps I did on the small circuit.

However, like most modern cars these days, weight is still an issue. While I appreciate that cars inevitably have to become heavier to meet safety regulations and to appeal to a wider market, I would really wish for manufacturers to aim not for power increases but for weight reduction. In the E63, which is to be fair a large luxury saloon, weight was crucial in driving the car quickly. Bringing the weight of the car forward while braking allowed grip to be heightened in the front tyres for a keener turn in. A tap of braking into a tight right-hander gave some weight transfer to the front, yet again for grip. However, mess the weight transfer and the car becomes a clumsy beast. It wallows when you upset its balance, it understeers when you braked too early and let the weight shift to the rear too quickly, and it eats the rotors like a cannibal when you apply braking power. In a sense, it was like a classic layout of a rear-wheel drive vehicle with a large engine up front. It can’t work wonders like the F10 M5 can, but still entertaining all the same.

All in, then, the E63 is in every way a better car than its predecessor. I thought that the turbocharged engine would corrupt its power delivery, its noise and theatre – the core things, in my mind, that makes an AMG special. However, it kept the values of the M156 close and added even more talents to its trophy cabinet. Nicely, steering feel and ride are also commendable, making the E63 a very complete car. With its new engine it might even be able to whisper about being efficient on the motorway. It is a mighty achievement, a car that can stand very tall amongst very stiff competition.

This article was first published here: http://www.autosavant.com/2012/04/18/quick-drive-2012-mercedes-benz-e63-amg/

By James Wong

On a whim, I decided that I would visit the Mini factory at Oxfordshire. I wanted to see how German engineering blends with British manufacturing, a very interesting mix indeed and I must say a very successful collaboration. I love the old classic Mini; but the new one is also a great drivers’ car and worth every look.

I drove the R53 first, a poverty spec manual 2004 Mini One and I just enjoyed how much the car felt so willing and eager. I have no terrier dog references here as I haven’t got one before, but I can liken it to a telepathic response to the driver’s inputs. It’s very impressive, especially for a base spec Mini. In fact, when I drove the R56 Cooper S I felt it was a bit too grown up, sitting a bit higher and feeling just that bit more like a normal hatchback and less Mini. The JCW R56 is surely one of the strongest expressions yet of Mini’s modernity – powerful, exhilarating but perhaps less of an enjoyment that I would like. Nevertheless, with the launch of the Coupe and Countryman the line-up is truly enlarging to a whole new Mini future. I’m excited but uncertain at the same time.

I don’t have many pictures of the factory visit which is unfortunate. The factory does not allow any photography as there are some manufacturer sensitive information inside. I’ll try to recount my experience here as much as I can with words.

Entering the factory, it wasn’t that surprising to see that nearly everything is automated. The building of the car looked pre-programmed and easy – not like the built-to-spec attention that you may be led to believe. Every car goes through the same line although if I remember correctly the Coupe goes on a different one. The individual specifications are recognised by the machines and the parts already pre-ordered before the car actually reaches the assembly point. Everything follows the just-in-time philosophy adopted from the Japanese. Parts are constantly replenished whenever they are close to running out. The cars are in constant motion (except when they go for lunch, which is an awkward time when the whole line suddenly stops!) learnt from the days of Fordism. In fact, with everything so automated I was starting to think that maybe the Mini isn’t so special any more!

It is pretty awesome that BMW has used local suppliers for most of the car, so they come from all over the Midlands, which is the industrial heart of the UK. They’re also investing a few hundred million into the plant, which is great news for the UK’s automotive industry that is, ironically, back on its foot again and leading the economy to recovery while the financial services sector is floundering.

All in, it is easy to see the German way of doing things in the factory – it definitely isn’t the inefficient British factory that eventually led to the demise of brands like Rover (which is eventually sold to Chinese buyers). However, the Britishness is also kept within the car’s soul with the local suppliers and the workers who are all from the area. Oxford is as reliant on BMW for employment as much as the plant is reliant on the talent of the workforce. It’s a real win-win situation – question is, how far is Mini going to go with its diversification? With a pick-up now also rumoured, things are getting a bit out of hand nowadays. While modern Mini is a carefully cultivated brand thus far, I’d hate to see it become something that I won’t recognise anymore.

Anyway, that’s about as much as I can remember from the tour. If you have any questions, just leave a comment and I’ll try to answer!

By James Wong

Time and again we hear complains about people being unreasonably defensive about their cars when they aren’t actually all that good.

This time, 400 miles into my road trip in Wales, I can say hand on heart that the SW20 is not an excellent drivers’ car.

There are a couple of things that I’ve confirmed through some seriously good B-roads, one is that the steering rack is too slow, two is the car could do with lower gearing for gears 1,2 and 3, and three that the ride is just a tad too stiff.

About the first point, I felt it the moment I drove it home. It became really apparent today when the car just had a lazier front end than I first anticipated. Turn in was hazy, if that’s a way to describe it, not darty and quick like what I would prefer. On the other hand, this was good for motorway cruising.

Two, the tall gearing was apparent especially when going on uphill hairpins. 2nd gear was weak, with the engine throbbing around 2,000rpm or less, way off the mark of its powerband, and even first gear didn’t allow the car enough grunt to break traction at the rear. At first I thought it’s just the lack of a LSD; now I know it’s both a lack of low-end power and a very tall gearing. Only after the corner does the car actually start to have its power kick in. This is slightly frustrating. It is mediated if the car had a good cruising ratio too, but 5th gear is too short for a 80mph cruise. A longer top gear is needed.

Three, I didn’t actually feel this was a problem even in London’s pockmarked roads. But coming here and getting on those B-roads – especially with the countless times I went in and out of the car – I realised that the car just rides a little too stiffly, being to jiggly around some surfaces and causing me to slow down more than to push on. I have to say though that the car has a great suspension travel, even at deep depressions it doesn’t bottom out, instead compressing nicely and allowing the car to sink in and steady itself again.

All in all, I’ve confirmed what the reviews have said in the 90s. This is more a GT than a true drivers’ car. That said, the sound of the engine at the back (and it’s a great one), the poise and balance (of which the car has plenty) and the way it flows down the road – makes it a great car to drive. It just lacks the last detail of grit that separates it from greatness.

By James Wong

Worringly, I’ve reached a point when I am feeling like I’ve learnt all of the car has got to teach me. Of course, that’s rubbish.

It’s just that I haven’t got the time to drive it.

On the times that I do though (and I specially plan for them so I’ll go explore some awesome B-roads), I start to discover a side of the MR2 that is cogent to the articles that have been written about this car.

Bringing the car to the limit, which is a lot more comfortable to do now that we’re reaching sizzling temperatures of up to 23 degrees Celsius with dry roads, I discover that the car has a huge reserve of understeer. Which is a bit of a surprise really, as I always had the impression (an unlearned one, I admit) that all rear-wheel drive vehicles have a tendency to oversteer. Well, apparently not.

After some physics recall sessions (nah I’m just kidding), I reasoned that the odd response of the car is probably due to the mid-engined layout. The thing about this configuration is that the car is inherently balanced. So getting a lot of speed into corners is something that the car does well – and does neutrally. That’s precisely what this car tells me it is doing. And of course, get really silly and it will understeer – now that’s a bit harder to explain. I reckon that when you accelerate, you shift the weight of the car to the rear. This weight bias, along with the weight of the engine adding to this, makes the front end very light. With this, the rubbers up front don’t find enough purchase and they don’t grip the road as much as they should. With of course the resulting understeer. I first realised and truly felt this weight balance thing in a go-kart. I had so much more grip in the front by just braking lightly and getting some weight into them.

The other theory is that the Rev 3 cars onwards are inherently made to understeer due to the complains of it being a dangerous car to drive on the limit. So tweaking the suspension geometry also has some part to play in this. Not to mention the slightly slow steering rack as well which makes quick steering inputs a little of a challenge. The car feels like it has a GT-focus and it really shows. This isn’t the darty fiesty number like the AW11.

Whatever it is, when you do get really, really silly – that is when you get on first gear and dump the clutch and get the steering wheel flipped really quickly – you will get your oversteer. Albeit coming in a very unwilling fashion. In a RWD car that isn’t powerful, like the MR2, it might just be the only method in getting the rear to kick out. There just isn’t enough torque to get the car to dance.

Well, what a learning experience so far. So not all RWD cars are created equal. Of course, I am not disappointed with the car because it can’t oversteer easily; in fact, my respect for it grows even further because of this character. I just love the mid-engined layout and the balance it affords. That said, two seats have been a struggle to accommodate so far!

Hopefully, sometime after my exams I hope to get the car on a track to do more learning. Till then, expect more notes as I visit some B-roads further north towards Cambridge!